Automatic railway-gate



(Nuls/10am.)l

AUTOMATIG RAILWAY GATE.

No. 292,641: Patented' Jan.. 2.9, 1,884.

v N. PETERS, PhuwLihogpphnr, Winhinglull. D4 C.

(No Model.) s sheetssheet v2.

25T. FORBES. Y AUTOMATIC MTLW'AY GATE.V No. 292.641. l LTsteffi-1;:fraLT1-1':22.1884..

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STATES GEORGE E. EORRES, OE HYDE PARK, MASsAOHUsErrs.

AUTOMATIC RAI LWAY-GATE.

SPECIFICATION forming' part of Letters Patent No. 292,641, dated January 29, 1884.

Abpneation med April 16,1383. (No modela To all whom t may concern:

ters Patent No. 245,618, granted to me AugustV 16, 1881. In the said patent an apparatus was shown in which a gate is mounted upon a shaft, which alsosustains the 'main portion of the gate-actuating mechanism, consisting, mainly, of an actuating-weight of sufficient power to closethe gate, a clutch mechanism controlled by a trigger or detent operated by an electromagnet the circuit of which` is governed by an approaching train, and means to. disengage the said weight from the gate and rewind it when the train passes. As shown in the said patent, when a gate 4is to be used in connection with a doubletrack road,`two connected gates are employed, each having independent actuating mechanism suftlciently powerful to move both gates, one being controlled by trains on one track and the other by trains on the other ficient to operate any desired number of gates,

to guard crossings from trains moving over either track. By having the actuating mechanism in an independent case from those supporting the gates, it is possible to remove the said apparatus and the especially prepared rails for Operating it from the planking employed between the rails at highway-crossings,

so that the.. said rails may easily be kept in proper condition. The main elements of the 5o gate-actuating mechanism operate similarly to those shown in the former patent; and the' present invention consists, mainly, in novel details in the construction of the parts to be here# inafter more fully specified. Some ofthe trains of mechanism are capable of 'being employed for other' purposes, and will form the subject of other applications for Letters Patent in which they willvbe specically claimed.

Figure 1 isa side elevation, partly in section, of agate-actuating mechanism embodying this invention, the side of the inclosing-case ,being removed; Fig. 2, a plan View thereof,

the upper portions of the case being removed and the mechanismin the lower part thereof being omitted, to avoid confusion; Fig. 3, a vertical'seotion in a plane at right angles to the plane of projections of Fig.- 1; Fig. 4, a

horizontal section or plan, showing the parts below those shown in Fig. 2; Fig. 5, a longitudinal sectional detail of the regulating-cylinder; Figs. 6 to 12, details of the various parts of the mechanism to be hereinafter referred to, and Fig. 13 a view showing two gates and the actuating apparatus.

The main shaft a,rmounted in suitable bear,- ings in the inclosing framework or casing A, has loose upon it the winding-drum, shown as consisting of two ratchet-wheels, b, one provided with a cylindrical flange, b', which is connected with the other wheel byv suitable bolts, the said winding-drum being provided with one or more 4pawls, b2, cO-operating with a ratchet-wheel, b3, iXed upon the shaft a, between the said ratchet-,wheels b. rIhe cylindrical portion b of the said winding-drum has fastened' to and wound upon it the suspendingchain b4 of the -main actuatingiweight WV, the force of gravity upon which is transmitted through the pawls b2 and ratchet b to the main shaft a, from which it is transmitted to the gates, and acts to close them at the proper times by the clutch mechanism, now to be described. The shaft c has fixed uponit ayoke,

@,provided at its ends with anti-friction rollersc', entering openings 2 in the spokes or arms of a clutch-wheel, d, movable longitudinally on the shaft a, but caused to rotate therewith by means of the said yoke, the longitudinal movement of the clutch-wheel d being insufficlient to disengage it from the friction-wheels c It will be seen that the force derived from the weight W is thus always applied to the roo clutch-wheel d, and the said force is transmitted from the said clutch-wheel at the proper time to the co-operating portion of the clutch, shown as a chain-pulley, c, loose upon the shaft a, and having suspended from one side of it a secondary or restoring weight, Iw, of considerably less amount than the main weight XV, and acting to rotate the said wheel c in the opposite direction to which it is rotated by the weightXV when applied thereto by the clutch, the weight zo operating to restore the gate to its normal open position. The said movable clutch-wheel has engaging project-ions, shown as ratchet-shaped teeth d/ d, on.its opposite faces, aud it is acted upon by a spring, d, or equivalent, which tends to move it toward the co-operating portion c ot' the clutch when permitted by the clutch-shipper f, pivoted upon a transverse plate, A, inthe ease A, and forked at its free end to engage a groove in the hub of the movable clutch-wheel d. The chain-pulley c is provided with a pivoted spring-pressed pawl or dog, et', which engages one of the teeth or projections, d2, of the clutch d when the latter is moved toward the said pulley c, or in the position shown in Figs. 2 and 3 of the drawings, the said pawl being pivoted so as to yield in case the projection of the wheel (l is opposite its end when the said wheel moves toward it, in which case, immediately after the wheel d begins to turn under the action of the weight XV, the pawl cZ will fall into the recess and engage the next projection of the said wheel d, thus causing the wheel or pulley c to turn with it in its further movement. XVhen the clutch-wheel d is disengaged from the pulley c by the shipper f,.as hereinafter described, it has to be prevented from rotating under the stress of the weight XX", and thus permitting the said weight to run down withoutv performing its work. rllhe said clutch-wheel dis prevented from thus turning by means ot' a pawl or dog, df, pivotcd in an arm or bracket, d, upon the inside of the case A, the said pawl operating to engage one of the projections d of the wheel d in the same manner that the pawl c2 engages the projection d``. rPhe distance that the ends of the pawls d and c project toward the wheel d is made adjustable by set-screws d", and they are so adjusted that when the wheel d is shipped or moved to engage or disengage the clutch the teeth upon one side of it will be brought in range of the corresponding pawl before those on the other side are disengaged.

It will be seen that the yoke c, with its friction-rollers, merely constitutes a device for permitting the longitudinal movement of the clutch-wheel d on the shafta, but preventing independent rotary movement thereon, and that this device permits thelongitudinal movement to be effected by a comparatively small power in spite of the large power developed by the weight XV acting upon the shaft a, and resisted by the said clutch, when held either by the pawl d or the pawl e?. The parts c, c',

(7,(1, d, c, and c2, taken collectively,constitute the clutch. rlhe force derived from the weight XV, thus transmitted to the chain-pulley e when the clutch is engaged, as just described, is transmitted by a chain, h, supporting the restoring-weight a, and passing over suitable pulleys to the actuating-shaft of 011e of the group of gates G, (see Fig. 13,) that are connected by chain-gearing, to be operated simultaneously in the usual manner, the said chain h being carried around a suitable sprocketwheel or chain-pulley at the said gate, and returning, as shown at hf', into the case A,where it is connected with the rod of a piston, 71?, working in a cylinder or dash-pot, 7U", (sce Fig. 5,) provided with asmall orifice controlled by a stop-cock, h4, for permitting the air to escape and enter below the pistou It as the latter descends and ascends under the action of the weights XV and w, the said cylinder and piston constituting a regulating device for controlling the movement of the gates. rlhe weight XV in operation overbalances and raises the weight w, and at the same time moves all the gates from their open to their closed position, and it is made much heavier than is usually needed to perform this work, so as to make the operation certain, even if the gates are clogged with snow and ice, or otherwise fail to operate easily. In order to prevent the gates from moving too suddenly or rapidly when not t-hus clogged orimpeded, their movement caused by the weight is resisted by the air entrappcd in the cylinder h", below the piston lz?, which thus regulates the movement of the gates. XVhe'n the force of the weight XV is removedfrom the pulley c by the disengagement of the clutch, the said pulley c, being loose on the main shaft a, is acted upon by the weight w, which operates to open the gates or restore them to their normal position, and is also made greater than usually needed for this work, its movement being resisted by the pressure of the atmosphere upon the piston h2, which pressure is gradually balanced by the air entering the cylinder h through the orifice h". The regulating device also operates to relieve the chains from sudden strains when the gates are acted upon by violent gusts of windoften'a cause of breakage in gates not provided with such a regulating device.

The apparatus is shown as intended to operate with a double-track road, and means are provided for operating the gates by trains passing over either track, so constructed that it is impossible for a t-rain on either track to restore the gates to their normal open position while a train is approaching the crossing upon the other track, so that if two trains approach at or near the same time the gates will be closed by the one tlrst arriving at the proper distance from the crossing, and will not be opened until both trains have arrived at or passed the crossing, it making no difference which passes first. To accomplish this, the shipper f of the clutch d has duplicate con- IOO IIO

trollingmechanisms, as follows: The said shipper f has pivoted upon it a lever, f', the ends of which are connected by chains f2 f3 with shafts f4f5, provided with detent-arms ff" upon them, and these, throughtheleverf, draT the shipper f, and' with it the clutch-wheel d, against.the action of the spring d3. rlhe said deteDt-arms are provided with ratchetteeth, which are engaged by yielding fingers i, pro-` 1o jecting from the` hubs of the detent-levers t" t2,

direction and the other by trains approachingin the other direction. llhe chains f2 f3 are of .such length that both have to be Wound up- 'on-their shaftsftfiin orderto move the ship- .perf sufficiently to disengage the clutch, and f if either of the saidchains is permitted to slacken by the releaseof the detent-arm ffl, caused by breaking the circuit of the corresponding magnet, t or il, and the consequent release of its armaturei'* ort'v5 and dropping of .the detent-levers t" or i2, the spring d3 immediately acts to throw the clutch-Wheel d into engagement with thc pulley e, the lever f. then turning on the other chain, which is not slackened, as a fulcriim. Assuming, forvexample, that the arm f6 is released and the chain f2 slackened, if the said chain f 2 should be re- Ywound, as hereinafter described, before the chain f 3 has been slackened, it will cause the withdrawal of the cliitch-ivheel cl from engage'- ment with the pulley e. lf, on theother hand, after the chain f2 has been thus slackened, a

train should approach onthe other track,

breaking the circuit of th'e electro-magnet il,

' and thus releasing the chain j, the subsequent tightening of the chain f2 will not move 4the shipper j', but will merely turn the lever f taking up the slack of thechain f3, and preparing the chain f2 to act as a fulcrum for the saidl lever f, when the chain f3 is subsequently wound by the train passing overthecorrespending track; and it will be seen that the shipper cannot be disengaged until both chains are rewound, which is accomplished, as here? s inafter described, only after all trains approaching on eithertra'ck have-arrived at the crossing. The detent-lev`ers i/ i2 fall Aby their own Weight, whether the teet-h f8 of the detentarms are pressing against the fingers ior not,

-thus leaving the detent-arms free when their respective chains are pulled upon either by the spring cl3 or by the winding of the other chain, if the latter was slack when the said de tent-'ar1n`Was released.-

As shown in Figs. 3 and 4, the various parts being at half-stroke, both chains are in the` operation of being tightened and are just beginning-.to act upon theA shipper. f to disengage the clutch. The said chains fzf3 are thus Wound around the shafts f4 f5 to disengagethe clutch by mechanism actuated' by the passing trains, as follows: Each track is provided with a rail or opposite pair of' v rails mounted to yield relative to the road-bed as the Weight of the different trucks or sets of trucks come upon them, the said rail or rails being mounted upon'elastic cushions, which restore them to their normal position in relation tothe road-bed when the Weight passes off. A vibrating movement is thus imparted to the rail as a train passes over it, and the vrails of the two tracks are respectively connected with suitable cranks or arms upon rock-shafts k 7c', having bearings in a projecting portion, A2, ofthe case A. :Either ofthe said rockshafts k or k may thus be oscillated independently of the other, and either one is adapted to operate independently to perform its part of the operation of shipping the clutch (l by Winding the corresponding chain,]3 f2,

controlled by the magnet il or i, correspondling to `the same track as the shaft vk or k in question. The said shafts k or c are provided with arms k2 k3, passing into the main portion'A of the casing, and connected with rods k4 k, which thus receive a reciprocating movement when the train passes. The said rods are provided with projections or tappets, 166k?, engaging arms f 9 upon the rock-shafts f 5 f4, thus rotating the said shafts to Wind the chains f3 j thereon, and thus disengage the clutch.` The detentfarmsffl, in their return movement, restore the detent-levers t" it to the proper position to cause their projections 1T to engage the teeth f8, the restoring mechanism being shown in Fig.- 9 as consisting of a pin, fl", uponthe end of the arm f or]LIT that tirst passes the linger t' in the return movement of the said arm, and a laterally-yielding finger or spring, is, connected Witheach' lever i i, nea-r its pivot. The said spring s yields to permit the pin f1 to pass over it when the detentlever is released and has dropped to the position shown in dotted lines, Fig. 9., but the said pin, in its return movement, engages. the said spring and restores the lever to its normal position, andthe pin t3, resting on the shoulder of the armature-lever i4 or i5, which has a projecting linger, 9,(see Fig. 7,) which serves as a stop for the return movement of the detent-lever. The projection i3 vyields as it passes the shoulder of the armature-lever, so that the armature is not Withdrawn from the magnet, and the fingers 't' yieldas the teeth f8 pass over them in the return'movement of the detent-arms.

Byproviding the detent-arn'isjf7V with a number of teeth, they will be engaged and held by the fingers z of the detent-levers at the end of the greatest movement produced bythe projections k k7, and the armsf9 will not be reached or affected by the subsequent lesser. move- `ments of the said projections, so that, although the rock-shafts 7c k continue to oscillate while IOO IIO

the train is passing, the dcteiit arms will usually be affected but once when the heaviest portion ofthe trank-usually the locomotive at the head of the train-operates the said rocksliaft. The movement of the yielding rails also operates to wind the weight XV by the movement of either one of the rods la* 0r k, which are connected at ltheir upper ends with pawl-carrying yokes m m, which are free to oscillate on the shaft e as the said rods are rcciprocated by the movement of the rock-shafts k 'It'. IThe said yokes or rocking levers/1am are provided at their ends with pawls mi, which engage the teeth of the ratchet-wheels b of the winding-drum for the ,weight XV, rotating the said wheels in the downward stroke of the said rods 2c lsf", caused by the trains passing over the yielding rails ot' the tracks. The pawls connected with either rocking lever are so arranged that when one is engaged with a tooth the other rests upon the middle of the inclined or rear side of the teeth, so that a movement ofthe said pawl no greater than half the length of the tooth will always canse the ratchet-wheel to be engaged.

XX hen the apparatus is at rest in its normal position, the pawls in? have to be disengaged from the ratehet-tooth, so as to leave the winding-drum free to be turned by the weight XV in order to move the gate. The pawls are thus disengaged at the end of their returnstioke by means of the pawl-disengaging device, consisting of two cams or inclines, a n, supported upon the ends of a lever or yoke, n?, pivoted loosely on the shaft a, and made heavier at one end than the other, or provided with a weight, if", so as to normally remain in an inclined position, the heavier end being supported on a stop, a, connected with the main frame-work or casing A, and thus retaining tlie said cams in proper position to engage pins m uponthe pawls m2, and lifting the ends of the 'said pawls beyond the range of the teeth of the ratcliet-wlieel b at the end of their backward movement over the said teeth. The position occupied by the pawls at the end of their return movement may be determined by adjusting the lengt-h of the rods f 7.5 by means of right and left threaded nuts or turn-buckles k1, so that the said pawls will thus be cngagcd'and lifted at the extreme end of their return movement, and will conscquently be ready to engage the wheels at the very beginning of their downward movement before they have acquired their maximum velocity of movement.

It will be seen in Fig. 2 that the pawl-dis engaging inclines ii a extend across the drum b', and are thus in proper position to act upon both sets of pawls carried by the levers -m m. In order to insure that the rods l. 7.15' shall be raised sufficiently to cause the pawls to be thus disengaged from the ratchet after the train has passed, and also to assist the springs ofthe yielding rail in recovering as the weight passes off from them, the arms 7.1275* are also acted upc-n by springs tending to raise them, the said springs being shown in Fig. 2 as consisting .of rubber blocks k7, engaging pins k projecting from the sides of the said arms.

lThe shafts k k are provided with suitable packing or stuffing boxes where they enter the portion A2 of the case. which is perfectly tight, and the inclosed mechanism thus thoroughly protected from moisture, dust, &e.

In order to prevent overwindiug of the weight XV, the winding-pawls must cease t0 operate upon the ratchets b as soon as the said weight is raised a sufficient distance, and this is accomplished automatically by means of pawl-raising surfaces or shields n, concentric with the sha-ft o., and extending :from the inelinesa a for a distance about the ratchetwheels greater than the maximum length oi' stroke of the pawls mi. These shields ai* are brought into position to engage the pins m, and thus retain the pawls in? raised during their entire movement, as shown in Fig. G, by the action of the weight XV when wound to the proper height upon a lifting-rod, o, connected with and hanging downward from the lever a2, and provided with a i`oot-piece, o', arranged to slide longitudinally on the said rod 0, its movement being limited by pin o2 on the said rod entering a slot in the said foot-piece o', which is engaged by the weight XV as it rises. A spring, o, is interposed between the footpiecc o and a suitable shoulder or projection on the rod o, so that when the said foot-piece 0 is raised by the weight moving upward under the action oi' the ratchet-wheel, moved by one of the pawls m, the lever aL is not positively moved; but the spring o, acting upon the said lever, causes it to ni'ove in the saaie direction asthe pawl-carrying lever which is winding the weight until the incline a or a engages the pin in of the pawl that is turning the wheel Z), but not being pressed against it with sufficient power to forcibly detach the said pawl from the ratchet-wheel. The nioinent, however, the said pawl begins its rcturn movement and the pressure oftlieratchettooth is removed from it, the pin m" rides upon the incline and around the cylindrical surface or shield ii, which is immediately moved with the lever if by the spring o' into the propel' position to keep the pawls raised from the teeth during their entire movement, (sce Fig. 6,) this movement of the lever a2 being limited by a suitable stop, i1". rllie lifting-rod is coniiectcd with the lever u? between shaft a and the shields 12.*, so that a greater movement is imparted to the said shields than is received IOO IIO

by the said rod from weight XV, thus insuring lever 1r is preferably made adjustable, the said' lever being slotted, as shown in Fig. 1, for

this purpose,

The shields a act upon bothA sets of pawls m2, and thus constitute a disengaging device common to both ysets ,of Windlng mechanism, and Aone of the said shields is slotted or' forked, as shown, to permit the chain bf to passthrough it.` The pawls do their Work upon theratchets, Winding the weight W in the movement produced by the direct application of the Weight of the dier.-

- ent parts of the passing train, and in their regates by hand,and for this purpose the chain"- pulley e is provided with a segmental Worm: gear, 4@which may be nneratedvhn desired, by a Worm, p,.fied uponv a shaft, p", having at one end a beariugpi, fixed in the case A, (see Fig. 12,) and at the other end a bearing in a movable plate, p, (see Fig. 11,) shown as' pivoted upon the outside of the 'case A, so that byi the movement of the said bearingplate pthe ,end of the shaft p2 is raised or iowered sufficiently to bring the worm p into engagement with the Worm-gear p, as 'shown .111 Fie.- 12, 0r t0 decrease it therefrom, es shown in the other gur'esl Theshaftpipasses through a slot in the case A, (shown in dotted lines, Fig. 11,) the plate p* being of sufficient extent to always cover the saidslot, and thus keep the case tight, When the gate is to be Worked by hanftthe Shaftr 2 will be raised. im: til the Worm is brought into engagement with the gear, when the shaft heH retained in this position by a suitable fastening ,device fork the movable bearing-plate pi, `shown in this instance as a hinged 'socketfpi'ece p5, adapted to engage a projection, p, in the case A. 'The shaft p2 is provided with acrank, p7, outside ihe case, by which it may be rotated to close `the gates which may also be opened by turning the shaft p2 inthe opposite direction; but I prefer to provide the shaft p2 with a ratchet, 128,' engaged bv a nawl', 12, nnen the frame? Work, which prevents the shaft being turned except in the direction to close the gate, and, when desired to open the gates, the Worm p is disengaged from the gear p by dropping the movable ,end of the Vshaft p2, when the gates Will be opened by the v'Weight w, in the usual manner. Y

It Will be seen that by engaging the clutch d e and moving the shaftpzandpulleye in the direction to open the gate the Weight W will be raised or wound up; but to do this the pawl p, if used, must be disengaged from the ratchet p8, access being had to the interior of the case by a suitable door or removable bonnet for this purpose.

Means are provided for sounding an' alarm when the gates are closing, the said alarm consisting of a bell, r, on the outside of the case, having co-operating bell-hammer r, mounted age when the on al1-arm depending from a rock-shaft, r2, passing through to the interior of the case A, 'and provided with a tripping device, rleugaged by the teeth d2 of theclutch-Wheel d when the clutch is engaged and the said wheeljs being` meved by the Weight W. (SeeFig. 10.() The said trip r3 is pivoted so as to permitthe clutch-wheel d to be moved in the reverse direction, as before described, for Winding the Weight W bymeans of the shaft p2.

rlhe chain hh', passing from the chain-pulley e to the shaft of the nearest gate G, (see Fig.

'13,) preferably acts upon the said shaft th rough an eccentric or cam-shaped sprocket-Wheel, the throw or greatest radius of which is opposite to the gate, so that the Weight w acts with greater leverage when it begins to move the 'gate from its horizontal position than during the subsequent movement, thus enabling it to overcome an abnormal Weight that may'have been applied to the gate-such, for instance, as an accumulation of snow or ieee-.Which Weight would also activith the greatest levergate is in its horizontalposition.

:1. The combination of the main actuating Weight With the clutch for applying the Vsaid Weight, and the duplicate clutch-controlling devices, substantially as and for the purpose described.

2.v In an automatic gateactnatingapparatus, the main actuating-Weight and clutch for applying the same, combined with duplicate Winding mechanism for the said \veight,where by the said weight may be Wound by trains passing on different tracks, substantially as described'.

3, The maiii actuating-Weight and its duplicate sets of Winding mechanism for Winding the said Weight by the action of trains passing overdifferent tracks, combined with a disengaging device common to both sets of Winding mechanism, whereby the Winding operation Aceases When the Weightis sufficiently raised,

substantially as described. v

4. The main shaft and main actnatingfweight applied thereto, combined with the pulley loose on the said shaft, and clutch for connecting it therewith, and the restoring-Weight and regulating device, substantially as described. "5, The clutch-wheel and its shipper, eomb ined with a lever connected with the said shipper, and means, substantially'as described, to move either end of the said lever independently, as and for the purpose set forth.

6. The clutch and its shipper,combined with a detent-arm, f6, provided with a series ofengaging projections or teeth, a detent-lever, i', having a projection, i, for engaging the said teeth,and an electro-magnet and its armature, controlling the said detent-lever, substantially as described.

IOO

7 The clutch and its shipper, and detentarm therefor, provided With a series of teeth combined with the detent-lever having a yielding projection to engage the said teeth, an

are

electro magnet controlling the said lever, and restoring mechanism actuated by the said detent-arm,whereby the detent-lever is placed in proper position to engage the teeth of the detentarm, substantially as described.

S. The clutch, its shipper, and lever connected therewith, combined with the independent clutch-disengaging devices connected with the said lever, and independent mechanism actuated by the trains passing over the different tracks, for actuating the said disengaging devices, respectively, substantially as described.

9. The main shaft and main actuating-weight applied thereto, combined with t-he pulley loose on the said shaft, having a secondary or restoring weight applied to it, and the clutch for connecting the said shaft and pulley, and duplicate winding and clutch-shipping mechanism corresponding to the different tracks, whereby the said main weight is wound when a train passes over either track and the clutch is shipped, substantially as and for the purpose described.

10. The weight \V,its winding-drum having ratchet-wheels at either side, and the independent pawl-carriers and pawls, combined with the pawl-raising devices and actuating device therefor, operated bythe weight when wound,whereby the winding-pawls are disengaged from the ratchets when at rest in their normal position, and are also retained disengaged during their entire movement after the weight is raised suffi cientlyhi gh, substantially as described.

11. The main shaft and pulley loose thereon, connected with the gates, combined with the hand-operated shaft p and means to throw it into'engagemcnt with the said pullcyto operate the gates, substantially as described.

12. The main shaft and pulleyloose thereon, connected with the gates and with a restoringweight, as described, and provided with a worm-gear, combined with the hand-operated shaft provided with a worm, and the movable bearing-piece for the said shaft, substantially as set forth.

13. The loose chain-pulley, connected with the gates and with a restoring-weight, combined with the hand-operated shaft adapted to be thrown into engagement with or disengaged from the said pulley, and its ratchet and pawl,whereby the said shaft is permitted to turn the pulley in one direction onlyto raise the said weight, substantially as and for the purpose described.

14. The combination, with the main shaft and weight applied thereto, of the chain-pulleyloose on the said shaft and connected with the gate, and provided with a laterally-projecting pawl, and the clutch-wheel longitudinally movable on the said shaft, provided with ratchet-teeth on both faces, andthe xed pawl for engaging the said clutch-wheel when disengaged from the chain-pulley, substantially as described.

15. The main shaft and clutch-wheel longitudinally movable thereon, provided with ratchet teeth, combined with the alarm bell and its hammer, adapted to be operated by the teeth of the said elutch-wheel, substantally as described.

16. The shaft, winding-drum thereon, and pawl-carricr and pawls for winding it, combined with the yoke pivoted on the said shaft, provided with pawl-raising surfaces, its lifting-rod, and movable foot-piece actuated by the weight in rising,and the spring interposed between the said rod and foot-piece, substantially as described. t

17. The rock-shaft adapted to be operated by a passing train, and the crank connected therewith, combined with the spring kl, acting on the said arm, as described, and the weight-winding and clutch-shipping mechanism actuated by the said arm, substantially as set forth.

1S. rlhe main shaft, winding-drum thereon.V actuated by passing trains, and the yoke fixed on the said shaft, and provided with frictionrollers, combined with the clutch-wheel longitudinally movable on the said shaft, in engagement with the said rollers, and the chainpulley loose on the said shaft,connected with the'gatc. and adapted to be engaged and disengaged by the said clutch-wheel, substantially as described.

19. The gate-shaft and eccentric or camshapcd sprockct-whecl, combined with 'the gate-actuating mechanism comprising a chainpulley and actuating-weights, and the chain connecting the said pulley and sprocket-wheel, substantially as described.

In testimony whereof l have signed my name to this specification in the presence of two subscribing witnesses.

GEO. F. FORBES.

` lVitnesses:

Jos. I. Llvnnnonn, W. H. SIGsiroN.

IOO 

